Automatic pipe-coupling



(No Model.) I 2 Sheets-Sheet 1.

R. M. MoKINNEY.

AUTOMATIG PIPE COUPLING. No. 352,552. Patented Nov. 15, 1886.

ATTORNEY WITNESSES:

N, PEIERS. ffiliwln linwgmpllen Washinglnn. o. c

(No Model.) 2 Sheets-Sheet 2. R. M. MCKINNEY.

AUTOMATIG PIPE COUPLING.

Patented Nov. 16, 188 6.

UNITE'STATES FFICEQ PATENT AUTOMATIC PIPE-COUPLING.

SPECIFICATION forming part of Letters Patent No. 352,552, dated November16, 1886.

Application filed March 6, 1886. Serial No. 194,313. (No model.) I

To aZZ whom it may concern.-

Be it known that I, ROBERT M. MCKINNEY, a citizen of the United States,residing at Elizabeth, in the county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements inAutomatic Pipe-Couplings for Plenum or Vacuum Brakes, and for likepurposes whereit is desirable to couple pipes by the contact of movingstructures; and I hereby declare the following to be a full, clear, andexact description of the same, reference being had to the accompanyingdrawings, wherein- Figure 1 is a'seetional view of part of a car anddraw-bar having devices embodying my invention applied thereto. Fig. 2is a detail plan view, partly in section, of the auto maticpipe-coupling. Fig. 3 is an end view or face view of the coupling. Fig.4 is a detail perspective of a modified form of coupling fork or guideforthe coupling. Fig. 5 is an enlarged section of the valve or stop-cockof the main (or brake) pipe and its loose pinion and ratchet, as shownin Fig. 1. Fig. 6 is a vertical section of Fig. 3 on the line :0 00,showing a check-valve used for closing the end of pipe 2 when a carhaving devices embodying my invention is situated so that there is nolike car with which it can be coupled. Figs. 7 and 8 are enlarged viewsof Figs. 2 and 3, showing the gimbal-joints of the coupling-disk tobetter advantage. Fig. 9 is a sectional view showing how my devices maybe connected to and operated from an automatic carcoupling.

Like letters refer to like parts wherever they occur.

In all air or fluid brake systems, whether the same are plenum or vacuumsystems, the

pipe-couplings are commonly made and broken by hand whenever the carsare coupled and uncoupled. This has its disadvantages at all times, butis especially the case where it is desirable to make what is termed aflying switchthat is to' say, to cut out and side track a car from themiddle of the train without arresting the motion of the train, andwithout the loss of time. It is also a disadvantage when it is desirableto take up a car from a siding or in making up a train.

The object of my present invention is to provide means for effectingautomatically the coupling and uncoupling of the pipes and the uatingthe valve of the main (or brake) pipe;

third, automatic mechanism for aligning the hose-coupling, so thatdifferences between loaded and unloaded cars and cars of differentconstructions will be provided for.

The main or characteristic features of my present invention, generallystated, are, first, a pipe-coupling disk having gimbal or universaljoints to compensate for the irregular independent movement of the cars;secondly, in a cylinder and piston for controlling the valve of thebrake-pipe; thirdly, in controlling the valve of the branch pipe whichsupplies said cylinder from the car-coupling mech anism. Subordinate tothis broad ground will be that of preferred construction of details, asWell as arrangement of the several elements, which may be'varied atwill, according to the skill or fancy of the constructor or user withoutdeparting from the spirit of my invention.

I will now proceed to describe my invention more specifically, so thatothers skilled in the art to which it appcrtains may apply the same.

In the drawings, A indicates a portion of the car provided with theusual or any approved draw-barin the present instance a stem draw-bar ofthe pattern commonly used by the Pennsylvania Railroadand provided witha portion of what is commonly known as the McKean Automatic Oouplerthatis to say, lever m, from which the coupling-pin m is suspended.

The other devices composing the car-coupler selected for illustration(see Fig. 9) may be briefly stated as follows: A sliding block arrangedwithin the draw-head and forced outward by a spring, serving both as anelastic stop to the link when coupling and as a support for thecoupling-pinwhen raised, and a cranked lever for raising, lowering, anddirecting the link.

As is well understood, the coupling of the cars is made by tripping thelever m, either by hand or by the entering link, forcing the slidingblock from under the pin and allowing the pin or to descend, (which willtrip the lever m,- and is broken (or uncoupled) by moving the lever m inreverse direction.

I wish it distinctly understoodthat the above devices form no part ofthe present invention, and are not essential thereto; but inasmuch as itis convenient and desirable to use some form of automatic car-couplerwith my devices, I have selected a part of the well-known McKean devicesfor purposes of illustration only.

My devices can be used without an automatic car-coupling, or may beadapted to be used with the J anney, Miller, or any other at the will ofthe user.

Secured to the under side of the movable draw-bar B are supports or barsm, movable with the draw-head B, and so arranged with relation theretoand to the adjacent parts as to avoid any interference with orlimitation of the movement of the draw-head.

Suspended from and movable longitudinally on the bars or track mis acarriage or carrying-frame, O, and said frame is controlled by thetension-spring h, which tends to draw the carriage forward, and saidtension-spring h is secured at one .end, as at l, to the front of thedraw-bar B, and at the other to the carryingframe 0 by the threaded boltand nut i, which permits of the adjustment of the tension of the spring.The rear of track m is extended, as at h, to permit a free rearwardmovement of carrying-frame O.

Secured to the lower part of frame 0 by a bolt, 9, and a nut, g, is atubular rod, f", the bolt passing through a vertical elongated slot inthe frame, so that the connection of said rod f may be adjusted up ordown to suit various heights of cars and draw-bars above the track.Between the tubular rod f and its connection to frame 0 is a universaljoint, which permits free play of the tubular rod in all directions,while the tubular rod passes through a stirrup or U -shapedcarrying-iron, z, which may depend from the carrying-iron of drawbar B.This or equivalentconstruction is necessary in order to accommodate thevariations in height between loaded andempty cars an d cars-ofdifferent-heights; also, to provide for change of position or relationof the cars in sags or on curves, as will be understood by railroad men.

Upon the outer end of tubular rod f is a fork or bifurcation havingsecured thereto on suitable pivots a ring, f, within which is a disk, a,having pivots e at right angles to the first set of pivots, the wholeforming a coup ling-disk with a gimbal or universal joint, so that thesaid disk can assume any required po sition or plane. Extending throughdisk a, either at the center or above or below the center, is theopening of the main pipe, as at a, and from the rear end of saidpipe-section a of the coupling-disk, a flexible connection, d, extendsto .the tubular rod f. This permits the disk to adjust itself withrelation to its fellow on the other car:

Directly over the main opening a of the disk is another opening whichconnects with the pipe a, leading to the air-eylinderS, which controlsthe valve of the main pipe, as will hereinafter be more fully described.

In order not to prevent the adjustment of the coupling-disk, theconnection between v pipe z and disk or should be flexible.

As before specified, it may happen that when two cars are to be coupledthere will, owing to position, condition, or construction of the twocars, be want of alignment between the hose or pipe couplings, and thisdifference may be in either horizontal or-vertical planes, or both, sothat the adjustment, to obtain alignment, may have to be vertical orlateral, or both. In order to accomplish this and render the adjustmentautomatic, one arm of the fork d is extended and provided with twoinclines, one horizontal, preferably on its under side, (see Fig. 1,)and the other vertical, preferably on its inner side, (see Fig. 2,) ortheextended end of the fork may be bent upward and outward (see Fig. 4)to accomplish the said purpose; and the other arm of the fork isprovided with a laterally horizontally-ex tending lug or arm, b. Thelength of the extension d and arm b may be as great or as little 'asfound necessary to accomplish the result.

In order to make the above description clear, I will here state theoperation of the device just described.

When two cars having these devices approach each other, if the forks andcouplingdisks a are in alignment the two disks will register. As theforks and disks are made to project some distance beyond the outer endsof the draw-bars by means of springs h, it will be evident that bothdisks will recede the necessary distance, but while the cars remaincoupled will be held in position and close co ntact, face to face, bythe action of spring h, and this contact is sufficiently close tomaintain the through connection or continuity of the main pipe E of theair-brake system. If the two disks and forks are not in line but requireadj nstment, either lateral or vertical, the fork d of one couplingstriking the projecting arm b of the opposite coupling will, by means ofthe inclines before mentioned, force or bring the disks into alignmentbefore the disks meet, and without friction on the faces of the disks.Owing to the universal joint 9, the gimbaljoints of the disks, and theflexible connections before specified, this is all possible, as will bereadily perceived.

I will next describe the connection of the coupling to the main pipe E,and also the means for controlling the valve of main pipe E.

It will be understood that the usual brakecylinders and auxiliaryreservoirs (not shown) are employed, and that E indicates the main pipeleading thereto. The main pipe E is connected with the coupling-disk a,or with the tubularrod f, by a flexible connection, and the connection,as at e, may be of any desired character-such as is well known and usedin the Westinghouse or any other system. Its

particular character is not material. The ob-" ject in using a known orcommon coupling to couple the flexible pipe D to the automaticcoupling-disk a or tubular rod f is as follows: In case a car having myautomatic devices comes next in a train to a car having the devices ofany air-brake system, I can detach the flexible pipe D from thebifurcated rod and automatic coupling-disk a and couple it by hand, inthe usual manner, to the main pipe of the other car, so that theautomatic devices never interfere with the .use of the car in anordinary air-brake system not provided with automaticpipe-couplings.

Xindicates the valve of the main pipe E, provided at one end with theusual handle, 3 so that the valve may be turned by hand, if desired, andat the opposite end with a ratchet, while journaled on the ratchet endof the valve is a loose pinion, 00, having a pivoted spring pawl or dog,00, which engages with the ratchet on the valve, so as to rotate thevalve in one direction only. Theteeth of the ratchet are usually four innumber, so that the valvemak es one-quarter rotation at each move ment.

Clamped to the main pipe E, or otherwise supported in suitable relationto the valve X,

is a small cylinder, S, whose piston-rod is provided with a rack, a,which engages with the loose pinion m, journaled on valve :0 of the mainpipe E. The movement of the piston of this-cylinder S is a little morethan that re quired to rotate the valve x onequarter turn, so that onits return-stroke the loose pinion a: shall be reversely rotated morethan one-quarter'turn, and thus assure the springpawl w" always engagingwith the next tooth of the ratchet. The throw of the piston may beregulated by the ring E, or any other suitable stopsarranged in thecylinder S.

y indicates apipe, which is connected at one end with the head of thecylinder S, and at the other end, by means of a flexible connection, 2,,with the couplingdisk a, as before specified, while it is alsoconnected directly with the main pipe E by a valved branch pipe, V. Inorder to free the cylinder S of air and permit the return of the piston,which return-stoke is effected by spring S, I provide a leak-port, S, inthe head of cylinder S; and in order to prevent the escape of air frompipe 2, when the devices are used in a train having no correspondingdevices on the adjacent car, I provide acheck-valve, 0 in the opening ormouth of pipe 2 at the coupling-disk a, as shown in Fig. 6. Thesecheckvalves open inward and have stems which project as shown, so thatwhen two coupling disks (in are in contact the check-valves c are bothforced off the valve-seats, and there is a continuous open pipe from thecylinder S on one,

car to the cylinder S on the other car.

t indicates a two-way valve in branch pipe V, which valve has acrank-pin, and is controlled by the followingor equivalent devices:.From one crankarm of rock-shaft O (or equivalent mechanism foractuating the same) a rod, 0, extends to a crank-arm, p, in arock-shaft, t, journaled in suitable supports secured to the car. Theconnection between the rod 0 and the crank-arm p is adjustable, as shownat p, to permitof adjustment to suitthe throw of the various levers usedto actuate automatic car-coupling devices.

r indicates a cam or tappct on the said rockshaft 1*, and pivoted uponthe bracket or support 7' over said cam,so as to be struck thereby, is abent lever, 19'. Said bent lever p is pivoted by its angle with one armextendingover the cam-1" and the other or longer arm projecting down, soas to strike the crank-pin a on two-way val ve t ofbranch pipeVwhenthebent lever is struck by the cam r. This mechanism opens thetwo-way valve t and permits the cylinder S to communicate with main pipeIn order to reverse the valve and close it,so as to cut offcommunication between cylinder S and main pipe E, a cross-head, t, issecured to the piston-rod, which on the outward movement of the pistonstrikes the crank-pin a and reverses the valve t.

The above devices embodyiny invention in its preferred form, and said orequivalent devices are applied to each end of the car. As shown in thedrawings, Fig. 1, the devices are in position to make a coupling with acar on the left, and having similar devices, which be ing understood,the operation will be as follows: Before the drawheads B meet, thecoupling-disks a will have met, their alignment having beencorreeted andinsured by the parts (Z and b, as hereinbefore specified,.and the disksbeing held up to each other by the springs h. In other words, the pipeor hose of main pipe E has been automatically coupled before thedrawbars bump and the cars are themselves coupled. Then as the couplingbetween the cars is made by an automatic coupling mechanism orotherwise, rock-shaft O is moved, and through crankarm p, rock-shaft r,and cam r,, bent lever p is actuated, and'through crank-pin it turnstwo-way valve t of branch pipe V, which permits air from the main pipe'E to enter pipe? fill cylinder-S, and force the piston thereot'outward.The rack 'u on the piston-rod rotates pinion-x one-quarter turn, andthat moves valve xofthe main pipe Eone-quarter tu rn, (so that thehand'leyisin line with pipe E,) and establishes the communicationthroughthe main pipe E from car to car. The air also passes by flexiblepipezthrough coupling disks a into the corresponding cylinder, S, on thenext car with which the coupling is made, and operates the devices ofsaid cariu like manner. \Vhen the piston reaches the end of its stroke,the cross-head IE will have struck the crank-pin a on valve t and turnedthe valve so as to cut off the communication with pipe E, (the samething occurs on the other cars) the piston is gradually retracted ordrawn back by spring S, the-air escapes from the cylinderS throughleak-ports S, the pinion 00 turns loosely on the IIO quarterrevolution,) until the pawl 51: slips past the next notch of theratchet,,and so communication of main pipe E is established andmaintained. As before specified, when the adjacent car is not suppliedwith the automatic devices, the flexible pipe D may be separated fromthe hollow rodf and coupling-disk a, and coupled by hand directly to themain pipe E of said car in the usual manner, and the check-valve Fig. 6,will close the end of pipe z and permit the devices to operate as usual.Now, in uncoupling or cutting out a car the rock-shaft O is rotated asbefore, the rod 0 rocks the shaft 1', the cam r again strikes bent lever19, it in turn operates twoway valve t, air enters cylinders S andforces outward the piston, whose rack u rot-ates pinion :0 anotherquarter rotation, which closes valve :13 and cuts main pipe E out of theconnection. The piston at the end of its stroke reverses or closes valvet, as before, the air leaks out of cylinder S, as before, and thedevices return to the position shown in Fig. 1,

and are ready for again operating'in coupling up the car when required.

Having thus fully set forth the nature, operation, and advantages of myinvention, what I claim, and desire to secure by Letters Patent, 1s-

1. In an automatic pipe-coupling, the combination, with the perforatedcoupling-disk,

. of a ring wherein the disk is pivoted, and a fork wherein thedisk-1'1" ngispivoted,substantially as and for the purposes specified.

2. The combination, with the perforated pivoted pipe-coupling disk, of-a bifurcated rod wherein the disk is pivoted, said rod having auniversal joint, and a stirrup for loosely supporting the disk-rod,substantially as and for the purposes specified.

3. An automatic coupling for trainpipes, consisting of two disks havinggimbal-joints. springs for holding the disks together, and flexibleconnections with the train-pipes, substantially as and for the purposesspecified.

4. In an automatic coupling for train-pipes, coupling-disks having gimbal-joi nts, and a fork wherein the disk is pivoted, said fork having auniversal joint, and guide-projections for correcting the alignment ofthe cou pling-disks, substantially as and for the purposes specified.

5. The combination, with the draw-bar, of

- a sliding carrying-frame, a tubular rod supported thereby and havinguniversal joint connections, a coupling-disk, secured to the tubular rodby gimbal-joints, and a tensionspring for controlling thecarrying-frame, substantially as andfor the'purposes specified.

6. The combination, with the main air-pipe and its valve, of a secondarypipe, a cylinder whose piston actuates the valve of the main pipe, andcam or tappet mechanism for controlling the valve of the secondary pipe,substantially as and for the purposes specified.

7. The combination, with a main pipe and its valve, of a secondary pipeand its valve, a cylinder and its piston, a rack actuated by .valve ofthe main pipe, and a pawl and a ratchet mechanism, substantially as andfor the purposes specified.

8. The combination of the main pipe and its valve,- a secondary pipe andits valve, a cylinder whose piston actuates the valve of the main pipe alever, and a rod for actuating the rock-shaft, substantially as and forthe purposes specified.

9. The combination, with the secondary pipe and its valve, of a bentlever for actuating the valve, a rock-shaft and cam for actuating thebent lever, and a rod and crank-arm having adjustable connections foractuating the rock-shaft which carries the cam, substantially as and forthe purposes specified.

10. The combinatiomwith' theframe O, having an elongated slot therein,of thebolt' and nut g g, the rod f having a universal joint, a pivotedcoupling-disk, and a stirrup for loosely supporting 'the rod f,substantially as and for the purposes specified.

11. The combination,with an automatic carcoupl'er, of a main air-pipeand its valve, secondary'air-pipe and its valve, a cylinder wh osepiston actuates the valve of the main air-pipe,

a rock-shaft, and cam and lever mechanism for 5 actuating the valve ofthe secondary pipe from the automatic coupler mechanism, substantiallyas and for the purposes specified.

12. The combination, with the couplingdisk, the main pipe, a valvetherein, the sec ondary pipe,and the cylinder and piston which actuatethe valve of the main pipe, of a checkvalve'arranged in the secondarypipe, substantially as and for the purposes specified.

13. The combination, with a car, of an automatic car-coupling, a valvedair-pipe, an automatic pipe coupling, and intermediate mechanism,consisting of rock-levers, tappets, and connecting-rods, for actuatingthe valve of the air-pipe from the car-coupling devices, substantiallyas and for the purposes speci 14. The combination, with the fork havingan upward and outward projecting or horizontally and vertically inclinedprojecting guide on one side, and a horizontal laterally- ROBERT M.MCKINNEY.

\Vitnesses PETER C. BAIN, F. W. BITTER, Jr.

